AbstractThis paper will overviews the human factor implications of Automatic Dependent Surveillance-Broadcast (ADS-B). ADS-B is leading edge technology and since it is the future of air traffic control, these human factors issues need to be highlighted and resolved before full implementation of the system. ADS-B technology affords the opportunity for reduced separation standards, increased capacity and efficiency of flight operations, and it provides for greater airspace flexibility while maintaining or enhancing the quality of our environment. ADS-B monitoring will be an additional task for pilots to manage but the greater accuracy of traffic information over radio position reports should improve situational awareness of ADS-B traffic and ultimately decrease a pilot’s workload. Ultimately, ADS-B will increase safety while decreasing airspace congestion. Great abstract

Automatic Dependent Surveillance-Broadcast

Automatic Dependent Surveillance-Broadcast (ADS-B) is a critical aspect of the Federal Aviation Administration’s (FAA) Next Generation Air Transportation System (NextGen). NextGen is a Joint Planning Development Office multiagency effort established by Congress to transform the air transportation system into amore flexible, adaptive, and highly automated system capable of handling two to three time the current air traffic (Thompson & Sinclair, n.d.). In short, the ADS-B system provides improved surveillance and pilot situational awareness simultaneously to pilots and air traffic controllers. ADS-B is still in the process of its development but is slowly being implemented in the United States and in the international community. New technologies bring about improvements in aircraft avionics functional capabilities but also bring about new human factors issues. Since ADS-B is the future of air traffic control, these human factors issues need to be highlighted and resolved before full implementation of the system. As with any new system in the aviation community, issues and controversy arise when technology advances. A couple of the questions needing answered prior to full ADS-B implementation are who will be responsible for maintaining minimum separation standards and can the pilots handle the increased cockpit workload that ADS-B can potentially impose on them? There are advocates for and against ADS-B and each in their own right have their own reservations and concerns about the system. But one thing is for certain; ADS-B is coming and the only way to be ready for ADS-B’s arrival is to ensure all aspects of its human factors implications are thoroughly examined prior to its application. There are many human factors issues to consider in all aspects of the SHELL model including proper training, aircrew workload, and clearly written procedures. But before we can answer any of these questions we need to know exactly what the ADS-B system is and what it can potentially provide the aviation community.

ADS-B is basically a replacement for the outdated 1940s’ World War II radar technology. Radar essentially bounces radio waves from a fixed terrestrial antenna off of airborne targets and then interprets the reflected signals. This gives the Air Traffic Controllers (ATC) a virtual picture of the skies. Radar technology occasionally has problems discriminating airplanes from migratory birds and rain “clutter” causing human confusion on its interpretation of what is essentially in the sky. Radar cannot provide coverage in areas where there is no line of sight and they are also subject to terrain blockage. Another slight downfall of radar is the accuracy of radars. Radar accuracy in determining position degrades at long range, and errors in measured separation between aircraft are introduced when different radars track different aircraft. Radars are also very large mechanical...

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Introduction
Above seventy percent of airline accidents get attributed to human error. This error has developed to become a vital worry in airline management and maintenance performances (Graeber, 2006). Where there is a humanfactor one, cannot avoid human error hence precautions should be taken to prevent accidents.
HumanFactorHumanfactor involves information collection on human limitations and abilities, and application of the information to machines, tools, tasks, system, environment and jobs to generate effective, comfortable and safe human usage (Graeber, 2006). Humanfactors in aviation emphasize on integrating themselves with the latest technology. This knowledge then gets transformed into policies, training, design, and procedures in the effort to better the performance of the humanfactor. Aviation is doubtfully a highly dangerous and unforgiving work environment. The so far represented weakest joint among the equipment edge is the humanfactor.
As used in aviation, humanfactors envelop system analysis, control, design, automation, human capabilities, skill acquisition, processing of information, plus crew work load, display, and interaction of...

...In this paper I will discuss topics covered in chapter 22 to include the overall message and any common humanfactors and terms. I will also cover the case study of the 1994 RAF Chinook Crash and identify any humanfactors relating to it. Lastly I will cover what these findings mean to me as a pilot and how they can contribute to myself being a better pilot.
Chapter 22 covers nextgen and how it relates to humanfactors in aviation. Some of the new things being added to aviation through the nextgen program are ADSB and RNAV. ADSB is AutomaticDependent Surveillance-Broadcast system, it is going to change the way air traffic control system works. It will make the system more reliable and more accurate by using GPS instead of radar technology. RNAV is area navigation, it allows aircraft to fly on a flight path it designates instead of having to fly to beacons. This program is making going to make flight paths with less congestion and eventually make flights shorter saving fuel. (Aviation)
In the case study covering the 1994 RAF Chinook Crash, the aircraft crashed in Scotland killing all aboard including twenty five passengers and four crew members. With no voice recorder in the aircraft they had little evidence to work with, with the evidence collected they claimed it was pilot error probably due to spatial...

...AutomaticDependent Surveillance – Broadcast (ADS-B)
ADS-B is one of the most important, underlying technologies in the FAA’s plan to transform air traffic control from the current radar-based system ( that was invented during World War II) to a satellite-based system. ADS-B is bringing the precision and reliability of satellite-based surveillance to the nation’s skies.
AviationGlossary.com defines ADS-B as AutomaticDependent Surveillance Broadcast ADS-B is a next generation surveillance technology incorporating both air and ground aspects that provide air traffic control (ATC) with a more accurate picture of the aircraft’s three-dimensional position in the en route, terminal, approach and surface environments. The aircraft provides the airborne portion in the form of a broadcast of its identification, position, altitude, velocity, and other information. The ground portion is comprised of ADS-B ground stations which receive these broadcasts and direct them to ATC automation systems for presentation on a controller’s display. In addition, aircraft equipped with ADS-B In capability can also receive these broadcasts and display the information to improve the pilot’s situation awareness of other traffic.
• Automatic — periodically transmits ID information with no pilot or operator input required
• Dependent - position...

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Daniel Favio
HumanFactors in AviationSafety
Embry-Riddle Aeronautical University
NTSB Report
18 Sept 2013
Air Methods is an air medical transport that was established in 1980. The company has over 300 aircraft, both rotor wing and fixed wing aircraft, and operates in 48 states all across the US. The mission statement of Air Methods is: Air Methods is uniquely positioned to serve as a partner of choice to our customers and our employees by providing safe, professional and quality services, while delivering measurable benefits to our investors. (www.airmethods.com)
Essentially, Air Methods is the largest air ambulance company in the world. Unfortunately this is a business that will always be called upon. And business is good. A typical 30-minute flight to crash location and 30 minute to hospital will cost the patient close to twenty thousand dollars. All Helicopters are equipped with one or two pilots, a flight nurse and flight paramedic. In addition, the company uses state of the art equipment and aircraft. The company proudly proclaims that they were the first Helicopter air medical operator to participate in the FAA’s SMS (Safety Management System) voluntary implementation program. They are also the only air medical operator to reach the highest level II. Simply put, no one would ever worry about having a crash on the way to the...

...HES2910A
PRACTICE EXAM
HumanFactors & Performance in Aviation
Semester 1, 2012
|START HERE |
Part A (worth 10%)
Mark your answers on this page only.
|For Marking Only: |
|Part A Score: |
| |
|Directions: |
|Write the LETTER “T” if the statement is True and the LETTER “F” if the statement is False, in the box to the right of the statement. |
|A1 |In accordance with the “System Approach”, errors are viewed as the result of error-prone situations, not error-prone | |
| |individuals. | |
|A2 |You should not use implicit information when dealing with vital information in the cockpit. | |
|A3 |To develop effective teamwork, feedback from leaders to team members should preferably be confidential. | |
|A4 |“Groupthink” is beneficial for decision making because it ensures everyone’s input is included and everyone expresses his | |
| |or her opinion....

...HUMANFACTORS ENGINEERING
Title: HumanFactors Engineering
Institution: Embry-Riddle Aeronautical University
Course: Humanfactors in Aviation
Year: 2010
This paper discusses HumanFactors Engineering involved in the evolution of Airline Aviation. A detailed description of the basic fundamentals and characteristic ofhumanfactors and its impact on the airline industry is needed in order to understand its influence. Humanfactors in the airline industry are a concept that has been studied since its inception of Flight. Man made inventions are always subject to some type of human related failure, powered flight is no exception. History indicates that humanfactors engineering concerns were normally addressed too late, contributing significantly to the well known “automation problem” in commercial aviation. Humanfactors engineering provides the opportunity to; develop or improve all human interfaces with the system; optimize human / product performance during system operation, maintenance, and support; and make economical decisions on personnel resources, skills, training, and costs. TIGHTEN UP THIS
CHAPTER I
DISCUSSION
Since the...

...Define human error, and explain the HFACS method used to classify human error and how HFACS can be both reactive and proactive.
Remember, you must have a title page, 300 word body written in 3rd person, and at least two references. the temperature remains constant and moisture is added by evaporation, the absolute humidity(volume of water per volume of air) will increase, the relative humidity (percentage of saturation achieved) will also increase and the dew point temperature will also increase.
Say a cubic meter of air at 15 degrees Celsius with about 7 grams water has an absolute humidity of 7 gr / m3, a relative humidity of about 50 percent (because at 15 C the air is saturated with about 13 grams of water) and the dew point temperature will be about 5 C because you can use the rule of thumb that the relative humidity is 100 minus five times the spread. The latter being the difference between ambient and dew point. Working this the other way around, the spread is 10 C and the dew point: 15 - 10 = 5 C.
But if you fully saturate that air with moisture, the absolute humidity is about 13 g / m3, the relative one, 100 percent, of course, and the dew point will be the same as the ambient temperature: 15 C.
Note that those are approximate calculations. A more accurate one can be done with a psychrometric chart.
EDITED: I forgot to say: evaporation takes latent heat energy. That is why we sweat; its evaporation cools down our...

...﻿Running Head: DEHYDRATION IN HUMANFACTORS
Dehydration in HumanFactors
Allan Gorge
Abstract
Dehydration is an insidious disorder that plays a potentially deadly role in aviation and other aviation related specialties. We’ll take a look at the body’s composition of water, and the physiology of water loss and intake. We’ll also cover the different classifications of dehydration and there signs and symptoms. The dangers of dehydration in the role of aviation. As well as what you can do to detect and prevent dehydration.
The Role of Dehydration In HumanFactors
Dehydration is defined as “Excessive loss of water from the body or from an organ or bodily part.”(The American Heritage Dictionary, Sec Ed) Water is the most abundant resource in the human body, and accounts for about two thirds of total body weight. This means a 150 lb man has roughly 10 gallons of water distributed throughout his body. (Merck Manual, Home Ed.) It’s seems hard to believe we’re carrying around that much water, let’s take a look at where we keep all that water. Take a look at the following picture to get an idea of the percent of body water through different stages in life.
(http://zmed.org)
Body Fluid Displacement
Water is divided into two categories inside the...